Fachgebiet
Verkehrsplanung
und Verkehrstechnik
Intelligent Transport Systems
in Japan
Saskia Hollborn
Intelligent Transport Systems (ITS)
in Japan
OKI 2002
PANASONIC 2002
HIDO 2001
MEX 2001
Saskia Hollborn
Tokyo, July 2002
ITS – Intelligent Transport Systems in Japan
Acknowledgments
This report was written during my stay at Kuwahara Lab., Institute of Industrial Science,
University of Tokyo from June 16th, 2002 to August 7th, 2002.
I would like to acknowledge the following people whose support and assistance have been
invaluable to me during these days in Japan and in writing this report: First and foremost,
Prof. Kuwahara. Thanks to Mr. Sakamoto from Sumitomo Electric, Mr. Koshimoto from VICS
Center, Mr. Warita from Metropolitan Expressway Public Corporation and Mr. SchmidtClausen from VOLKSWAGEN Group Japan KK. And my special thanks to all people from the
Metropolitan Police Department, Mr. Yamazah, Mr. Takizama and Mr. Iryo from Kuwahara
Lab. for the translations.
Finally I would like to acknowledge the opportunity given to me by Prof. Dr.-Ing. Boltze, the
Rhein-Main-Verkehrsverbund (RMV), Prof. Kuwahara and my parents to spend two months
at Tokyo University.
I also would like to thank Ms. Morimoto for helping me to find an
accommodation.
Saskia Hollborn
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Table of contents
1 PREFACE ............................................................................................................................. 4
2 EFFECTS OF ITS AND ITS ACTIVITIES........................................................................ 9
2.1 Roles of ITS...........................................................................................................................9
2.2 ITS Activities........................................................................................................................10
2.3 Development of ITS ............................................................................................................11
2.4 Finance of ITS.....................................................................................................................12
3 DEPLOYMENT PROGRESS AND DEVELOPMENT OF ITS ...................................13
3.1 VICS – Vehicle Information and Communication System..................................................13
3.1.1 History......................................................................................................................13
3.1.2 How VICS works ......................................................................................................14
3.1.3 Equipment ................................................................................................................15
3.2 ETC – Electronic Toll Collection..........................................................................................19
3.2.1 History......................................................................................................................20
3.2.2 How ETC works .......................................................................................................21
3.3.3 Equipment ................................................................................................................22
4 INTEGRATED TRAFFIC CONTROL SYSTEMS (ITCS) ............................................26
4.1 History .................................................................................................................................26
4.2 Traffic Control System ........................................................................................................26
4.2.1 Collection of traffic information ................................................................................27
4.2.2 Processing traffic information ..................................................................................30
4.2.3 Presentation of traffic information............................................................................31
5 SUMMARY ..........................................................................................................................33
LITERATURE ........................................................................................................................34
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1 Preface
Compared to other industrialized countries in the world Japan has built-up a considerable
lead in the application of advanced communication and information technologies to decrease
one of its most obstinate problems – traffic congestion.
HISAKAZU [HIDO 2001] says, that congestions in various parts of the country due to the
increase in vehicle traffic cause a time loss of 5.3 billion hours annually, which corresponds
to an economic loss of JPY 12 trillion. Additionally almost 10,000 people are killed in traffic
accidents annually. Vehicle traffic causes considerable harm to the environment [IWASAKI
1997]
Many countries all over the world directed their attention to move people from point A to point
B more efficiently and safely. Specially Europe as well as the USA have spent millions of
dollars for research, but it is in Japan where the commercial application of "Intelligent
Transportation Systems" (ITS) technologies is established. ITS is the general term used for
new road transport systems driven by advanced information and communications technology.
Japan's congested roadways and general concern for the environment are the principle
reasons why these technologies are promoted. ITS is expected to help resolve these
problems by eliminating the amount of time people are wasting in traffic jams and producing
exhaust gases.
There are nine areas of ITS under development, aiming at the reduction of traffic accidents,
the realization of automatic driving, the relief of traffic congestion and the improvement of the
environment. It is said that by 2015, ITS will create a market reaching 50 to 60 trillion yen
[MLIT 2002]. A wide range of industries, including the automobile, electronics, finance and
construction industries are developing products and services driven by ITS, as well as the
development of new infrastructures.
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These are the nine areas of ITS which are developed in Japan [MLIT 2002; ITS JAPAN
2002]:
1. Advances in Navigation Systems
2. Electronic Toll Collection
3. Assistance for Safe Driving
4. Optimization of Traffic Management
5. Increasing Efficiency in Road Management
6. Support for Public Transport
7. Increasing Efficiency in Commercial
8. Support for Pedestrians
9. Support for Emergency Operations
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The following tables 1 and 2 show the link between the development areas, the user
services and their specifications:
User Services
Development
Areas
Viewpoints for User Service Specification
Main Users
(1) Provision of route
guidance/ traffic
information
1. Advances in
navigation
Drivers
(2) Provision of
systems
destination-related
information
(3) Electronic toll
collection
Drivers,
2.Electronic toll
carriers, and
collection
management
systems
agencies
Needs
Conditions
Travel from
departure points
to destinations
To obtain traffic
information from
Selecting and
navigation systems obtaining
information on
destination
Automatic toll
exchange without
stopping
(Toll) payment at
toll gates
(4) Provision of driving
and road conditions
information
Recognition of
traffic conditions
(5) Danger warning
Recognition of
hazardous
conditions
3.Assistance for
Drivers
safe driving
Safe driving
(6) Assistance for
driving
Operation to avoid
hazardous
conditions
(7) Automated
highway systems
Automated driving
(8) Optimization of
traffic flow
4.Optimization
(9) Provision of traffic of traffic
restriction information management
on incident
management
Optimization of
traffic flow
Drivers and
management
agencies
Traffic
Adequate measures management
against traffic
accidents
Table 1: Framework of ITS User Services [MLIT 2002]
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User Services
Development
Areas
Viewpoints for User Service Specification
Main Users
Needs
Management
agencies
Prompt and
adequate
management of
road maintenance
Drivers,
carriers, and
management
agencies
Prompt and
adequate issuance Road
of permits for
management
special vehicle
passage
(12) Provision of
roadway hazard
information
Drivers and
management
agencies
Adequate response
to natural disasters,
etc.
(13) Provision of
public transport
information
Public
transport
passengers
Optimal use of
different transport
modes
(10) Improvement of
maintenance
operations
(11) Management of
special permitted
commercial vehicles
(14) Assistance for
public transport
operations and
operations
management
(15) Assistance for
commercial vehicle
operations
management
(16) Automated
platooning of
commercial vehicles
5.Increasing
efficiency in
road
management
6.Support for
More convenient
public transport Carriers and
public transport,
public transport more efficient
passengers
management and
safer transport
7.Increasing
efficiency in
commercial
vehicle
operations
Efficient collection
and delivery, and
safer transport
Carriers
More efficient
transport
(17) Pedestrian route
guidance
(18) Vehiclepedestrian accident
avoidance
(19) Automatic
emergency
notification
More convenient
travel
8.Support for
pedestrians
9.Support for
emergency
(20) Route guidance vehicle
for emergency
operations
vehicles and support
for relief activities
Pedestrians
and cyclists
Safer travel
Conditions
Use of public
transport
Implementation of
traffic operation
management and
priority control
Implementation of
commercial
vehicle operations
management
Moving on foot, by
bicycle, etc.
Travel by walking,
etc.
Drivers
Request for prompt Request for
and accurate rescue emergency relief
Drivers
Prompt and
adequate route
Restoration and
guidance to disaster relief activities
sites
Table 2: Framework of ITS User Services [MILT 2002]
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The following paper is focused on three of the major ITS areas: the advances in navigation
systems, electronic toll collection systems and traffic and road management. Other major ITS
areas are not surveyed in this study.
Some of these nine areas, like the support for pedestrians, the increasing efficiency in
commercial vehicle operations or the assistance for safe driving are still in a status of
research and development. Up till now only the focused ITS areas have already been
introduced and deployed.
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2 Effects of ITS and ITS activities
2.1 Roles of ITS
“An ITS car information system is an information processing system that is installed in a
vehicle for providing various types of information services to the driver through the exchange
of information between inside and outside the vehicle via telecommunication and
broadcasting” [HITACHI 2000].
If one talks about ITS in Japan, ITS is understood as an integrated system of each
specifically developed system such as VICS (Vehicle Information and Communication
System), ETC (Electronic Toll Collection) AHS (Advanced Highway System), UTMS
(Universal Transportation Management System) or multi modal transportation.
ITS are pushed forward by four Japanese Government ministries (the National Police
Agency, the Ministry of International Trade and Industry,
the Ministry of Posts and
Telecommunications , the Ministry of Transport and Construction), and academic and private
companies whose focus is on developing major ITS systems.
The four governmental bodies have set up an inter-ministerial council and work together in
mutual cooperation. The Vehicle, Road and Traffic Intelligence Society (ITS Japan formerly
VERTIS) is the academic and industrial organization for ITS advancement. ITS Japan works
together with the governmental bodies. This society is also engaged in international
technology and information transfer.
JAMA (1999) says that ITS technologies “will have an annual market value of about $500
billion (60 trillion yen) at current exchange rates by the end of 2015, the experts contend.
They also predict that the Japanese will save another $25 billion (3 trillion yen) each year just
by eliminating traffic jams and accidents. Furthermore, fuel consumption will drop by 15
percent over the next 30 years, and exhaust emissions will fall by 30 percent in urban areas
if ITS becomes universally used, the experts predict”.
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2.2 ITS Activities
The most popular product in a growing list of commercially available ITS technologies is the
satellite-based on-board navigational system. It guides users around even minor roads using
location information provided by a network of earth-orbiting satellites operated by the U.S.
Defense Department. However, these dashboard-mounted devices are just one of many
technologies that Japanese planners and consumers have started to embrace as a way of
promoting safety and conservation.
Undoubtedly, satellite-based navigational systems are one of the ITS building blocks. One of
its applications can be found in the so-called Vehicular Information Communication System
(VICS), which uses FM radio wavelengths or a beacon to transmit up-to-the-minute traffic
information to anyone with an on-board navigational device. With this service, motorists can
see the traffic tie-ups on their system monitors and can choose the least-congested routes.
Another important ITS application is the automatic money collection system for the use on
toll roads. Once Electronic Toll Collection (ETC) systems are installed, drivers do not have to
stop at tollgates to pay cash any longer. An antenna affixed to each tollgate communicates
with automobiles equipped with an electronic card and automatically deduct the fee from the
driver's prepaid account. According to statistics, five times as many cars can go through
ETC-equipped tollbooths.
Taking advantage of the ITS promise, the Japanese Government is planning to build a
"Smart Highway" or an intelligent road that uses cutting-edge ITS technology to help drivers
to judge traffic conditions. Standards have been set by 2001. The first application of such a
concept may be the 2nd Tokyo-Nagoya-Kobe Highway, which is expected partially to open in
2003.
In addition to the “Smart Highway” the development of a “Smart Car” is also forced in Japan.
In the future vehicles will do far more than they do today. New sensing systems are
developed that sound an alert when it detects a motorist falling asleep behind the wheel. The
technology is based on the use of an infrared beam, a low light-level camera and imagerecognition software to monitor a driver's eyes and blink rate. Other technologies include the
use of radar and Charge-Coupled Detector (CCD) cameras to help vehicles remain in their
own lanes.
At last, the optimization of traffic management is built up. Traffic management includes the
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controlling of traffic signals depending on traffic volume by improving control centers and
centralizing traffic signal controls. But other services like the provision of traffic information or
the information service have to be mentioned as well.
2.3 Development of ITS
First Phase (around 1995)
The beginning of ITS can be estimated approximately in 1995. At that time leading systems
including the Navigation System were introduced. This period is also called the initial stage of
ITS. Since 1996, traffic information and similar systems have started to be in service.
In addition, traffic congestion information and best routes are displayed on the in-vehicle
navigation system so that the driver can manage pleasant travel including travel time
reduction.
This first phase is also characterized by the introduction of electronic toll collection to reduce
traffic congestion at the tollgates.
Second Phase (around 2005)
THE MINISTRY OF LAND, INFRASTRUCTURE AND TRANSPORT (MLIT) (2002) says that
in this second phase “information distributed to the users by ITS will include service
information and public transport information about the destination, which will have enhanced
content to further improve the user services. For example, when a trip is being planned, a
destination that meets the stated needs and requests of the user is retrieved such that the
optimum route and transport facilities up to the destination can be easily selected by
considering travel time and other important factors”.
ITS will be used to reduce the number of traffic accidents on the expressways and on
ordinary roads by supporting the driver's safe driving and improving the pedestrian's safety.
That includes the fast notification and proper traffic restrictions after a traffic accident has
occurred. Rapid emergency and rescue activities are also included.
in the meantime public transport organizations will be established and information services
will be enhanced to improve the convenience of public transportation.
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Third Phase (around 2010)
In the third phase ITS will be developed to a higher level. MLIT (2002) says that the increase
of infrastructure and in-vehicle equipment implements the establishment of ITS as a social
system. Legal and social systems will be involved in this progress so that the effects will be
nationwide.
Fourth Phase (after 2010)
In the fourth phase, which is the final period of this project, all systems of ITS will already
have been deployed. A full-scale advanced information and telecommunications society will
be established with the nationwide optic fiber network and innovative social systems.
MLIT (2002) says that in this period, the number of automated driving users will have started
to increase such that automated driving will be established as a general system.
It is also mentioned that with the help of an accomplished ITS deployment, the number of
deaths caused by traffic accidents will significantly decrease from that of the present in spite
of increased traffic volumes and density.
In future less traffic congestions are expected on all roads including those within cities
combined with pleasant and smooth traveling. Additionally, a reduction in business traffic will
permit to relieve the roadside environment and the global environment.
2.4 Finance of ITS
The government budgets promote three major projects: the Vehicle Information
Communication System (VICS), the Electronic Toll Collection System (ETC) and the
Automated Highway System (AHS).
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3 Deployment progress and development of ITS
3.1 VICS – Vehicle Information and Communication System
VICS (Vehicle Information and Communication System) is a digital data communication
system that promptly provides the latest necessary road traffic information to drivers via car
navigation equipment.
The driver gets real-time information like traffic backup situations or traffic regulations. It is
not necessary to pay for a piece of information. Charge is included in the cost for
equipments. Japanese drivers have the benefit of VICS. At the same time it is a principal
solution to reduce problems of traffic congestions.
The VICS Center processes and edits information about traffic congestions, road control and
other traffic information. All information is sent in words and graphics to the navigation
devices installed in vehicles.
“VICS is a constituent of the Advanced Mobile Information System (AMIS) in traffic
information supply activities carried out by the police, the traffic administrator” [INSTITUTE
OF URBAN TRAFFIC RESEARCH, no year].
3.1.1 History
The National Police Agency, the Ministry of Posts and Telecommunications (present: Ministry
of Public Management, Home Affairs and Telecommunications) and the Ministry of
Construction (present: Ministry of Land, Infrastructure and Transport) established the "VICS
Consultative Liaison Council" in March 1990. In October 1991, 203 corporations and
organizations one year later established the “VICS Promotion Council”.
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In 1993 and 1995 VICS held open demonstrations and Public experiments and the VICS
Center was opened.
VICS service was introduced in April 1996 in the Metropolis of Tokyo, Saitama Prefecture,
Chiba Prefecture, Kanagawa Prefecture and Tomei & Meishin expressways. Since then road
traffic information have been provided and the service has been improved until today.
In March 1998 the VICS service was expanded to all expressways nationwide and to
ordinary roads in other prefectures with large cities by the end of 2001. Thus VICS can be
used in 32 prefectures. The nationwide service on all roads in Japan will be introduced in the
year 2003, seven years after the introduction in April 1996 [SAKAMOTO 2002]. A map of all
areas covered by the service of VICS can be found at the end of the essay (Attachment 1).
The number of vehicles equipped with VICS-compatible car navigation equipment reached
3.17 million VICS units in June 2001. At present 84% of retained motor vehicles and about
86% of drivers’ license holders in Japan receive services from VICS [HIDO 2001].
Picture 1 shows the increasing number of VICS units compared to car navigation equipment:
Picture 1: Development of VICS units [HIDO 2001]
3.1.2 How VICS works
The VICS Center is the key station where all information is collected. The highway
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administrators and the prefectural police give the collected information to the Japan Road
Traffic Information Center. This Center forwards them to the VICS Center where other
information like the availability on parking is collected.
The task of the VICS Center is to process and edit all information. It systematically connects
all information from the roads and sends them from beacons set up on roads, using infrared
rays on main trunk roads and radio waves (quasi-microwaves) on expressways. The
providing of the road traffic information needed by drivers is made possible by the use of
radio beacons on expressways and optical beacons on major trunk roads. The FM multiplex
broadcasting via FM radio waves provides information on road traffic conditions. Now
information is available to the drivers and they can use them in their vehicles.
The process of information described above can be divided in four functions:
q
Collection of information
q
Processing and editing of information
q
Providing of information
q
Utilization of information
The following picture 2 shows all information provided by VICS.
Picture 2: Challenge by VICS [HIDO 2001]
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3.1.3 Equipment
The equipment contains radio beacons along the roads and on-board devices in the vehicles.
Collecting traffic data:
Picture 3: Radio beacon and close-up picture of the beacon antenna [OKI 2002]
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Information shown on the on-board equipment:
There are three different on-board equipments, which supply different depth of information.
The three levels are described in the following chapter in detail.
Level 1: Information is only displayed in text form on installed devices. Picture 4 shows the
graphic display screen in level 1:
Beacon-use
General roads (Tokyo)
FM multiplex broadcast-use
General roads (Tokyo)
Picture 4: Text display in level 1 [VICS 2002]
Level 2: Information is shown by simple graphics on the display of installed devices. The
released information covers congested routes and driving times. Picture 5 shows the graphic
display screen in level 2:
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Beacon-use
General roads
Inner-city expressways
Expressways between
major cities
FM multiplex broadcast-use
General roads
Inner-city expressways
Expressways between
major cities
Picture 5: Map display in level 2 [VICS 2002]
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Level 3: The traffic information is edited and shown on a map screen of the installed
navigation system. The driver can see both their vehicle location and traffic congestions.
Different points of views are offered i.e. a 3D-view of the surrounding. Spontaneous route
changes are directly worked up in the presentation. Picture 6 shows the graphic display
screen in level 3:
With VICS information
Without VICS information
Picture 6: Map display in level 3 [VICS 2002]
3.2 ETC – Electronic Toll Collection
Toll collecting stations are one of the major causes of traffic congestions. That is why the
electronic toll collection is one of the main focuses in ITS developments. The Japanese
Government is keen on developing systems that public highway corporations are supposed
to use.
When ETC services started in Japan three major aims were followed by the government: the
alleviation of traffic congestion near tollgates, a better convenience of drivers by eliminating
the need to handle cash and the reduction of management costs.
An ETC system has to handle complicated toll systems with different amounts of charge
according to the type of vehicle and distance traveled. Furthermore, on-board equipment
must be used on numerous toll roads managed by different administrative bodies.
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3.2.1 History
The Ministry of Construction and four expressway public corporations have worked out a
plan to introduce ETC technology in Japan. This group was initiated in 1995 to force ETC
research. Five years later, on March 30th, 2001, the ETC service for general users started
with 63 tollgates in several areas including Chiba Prefecture.
The ETC research was aligned to four main demands and requests:
q
The system had to be available to users nationwide and compatible for transactions
on all toll roads in Japan,
q
The acceptance of a 5.8 GHz-band active system to a DSRC (Dedicated Short Range
Communications) system to ensure precise interactive communication between the
vehicles and roadway units,
q
The introduction of an IC card, which is used as well on-board equipment and which
is coping with future functional development and allows multi-purpose use,
q
The development of an IC card that allows mutual verification with other terminal
equipment and coding of recorded data for high security.
Four months after the introduction of ETC tollgates, 146 tollgates were equipped with ETC
devices in three major urban areas. At the end of the year 2001 the number of toll gates
increased to 600 tollgates nationwide and will reach the number of 900 by the end of fiscal
year 2002.
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3.2.2 How ETC works
There is a system communication between the tollgate and the vehicle. An antenna of the
ETC system is installed at a tollgate and a device is installed on vehicles (on-board
equipment).
When a vehicle is driving through the tollgate, a signal is sent to the antenna so that the toll
will be paid automatically. Vehicles can pass through this gate without having to stop.
Generally, ETC systems have to support different toll systems: open and closed systems. In
open systems the toll fee is paid at the entry toll plaza, while in closed systems the amount of
the toll fee depends on the distance between the entry and the exit toll plaza.
The main advantages of the ETC system are that drivers are free from the inconvenience of
stopping in order to pay at tollbooths and that vehicles can pass faster through the tollgates.
The consequence of not paying cash is that the use of toll roads becomes more convenient.
The use of an ETC system can imply a reduction in management and construction costs.
The ETC System can presently be used on toll roads throughout Japan and an improvement
of all tollgates by 2002 is intended.
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Picture 7 shows how the ETC system works:
Picture 7: The ETC system [HIDO 2001]
In future, “all tollgates will be fitted with a card reader capable of reading the electrically
transmitted information of the IC card (Intelligent Circuit card) inserted in the on-board
equipment” [HIDO 2001].
3.3.3 Equipment
There are three integral parts of the ETC System – the ETC card, the car transmitter and the
ETC antenna at the tollgate. These devices are described in the following paragraph.
ETC card
The ETC card is a card issued by a participating credit card company. It is inserted into the
transmitter on-board and a charge is placed automatically on the card when passing through
the gate. The card must be obtained from one of the participating companies.
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Car transmitter
The transmitter is generally installed on the control panel of the car and it communicates with
the antenna at the tollgate. The transmitter can be purchased at most dealers and car part
shops and is installed at shops with the ETC logo.
ETC antenna
The antenna in the ETC lane almost instantly collects travel information from the transmitter,
calculates the payment needed and charges the card for the toll. The tall collecting process is
transacted faster than by a money collecting process. Queuing time can be reduced by this
system.
Picture 8 illustrates the on-board equipment and a tollgate for ETC use only.
Picture 8: Ob-board equipment with IC card and example of ETC in operation [HIDO 2001]
There are different modes of tollgates: a tollgate with exclusive ETC lanes, a mixed tollgate
for ETC users and ordinary payment drivers and the current money collecting tollgates.
These three types of tollgates are differently marked. The signs are described more detailed
in the following part of this chapter.
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ETC signs which are used in front of tollgates:
This sign indicates an exclusive ETC lane. Individuals seeking to pay tolls
through ordinary means may not use this lane. If a driver enters it by mistake,
he has to use the intercom to call tollgate personnel. [Picture 9: JH 2002]
This lane can be used both by cars utilizing ETC and for ordinary
payment
means. Since these cars will be intermingled, the driver must
exercise
extra caution when traveling through them. [Picture 10: JH
2002]
The signs above may possibly change depending on the hour of day. Consequently, one has
to verify the lane’s classification prior to entering it.
This is a sign that has been installed to guide individuals participating in ETCto-ETC lanes. [Picture 11: JH 2002]
ETC has also been implemented in Chiba and Okinawa and usage is gradually expanding
but the required effects are quite low at the moment (the number of users is about 10 %
compared to no-ETC users [WARITA 2002]). The on-board equipment is high-priced because
there is no mass production yet. Furthermore, there are no financial incentives to use the
ETC system. The number of tollgates with ETC systems is low compared to general
tollgates. Drivers have to pass the same traffic congestion in front of a tollgate to reach the
ETC gates during the peak hours.
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Picture 12 illustrates the present ETC areas in the region of Tokyo and Chiba:
Picture 12: Present areas of ETC tollgates in the region of Tokyo and Chiba [JH 2002]
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4 Integrated Traffic Control Systems (ITCS)
Traffic control systems on surface roads were introduced in traffic control centers operated
by the Prefectural Police Headquarters. Since 1996, about 170 centers have been installed
and have been operating 24 hours a day. The National Police Agency works close together
with the Metropolitan Expressway Corporation and the Universal Traffic Management Society
of Japan (UTMS). Further improvements of the traffic control are still in progress.
4.1 History
The fundamental research on traffic control in Japan has started in 1961. But it took eight
years until the first Traffic Control System was introduced by fundamental experiments such
as data collection.
After those experiments had been successful, the realization of the first Traffic Control
System for research and development in Tokyo started in 1970. This system included
automatic data collection and the introduction of variable message signs.
In the following years, the Traffic Control System has been extended and developed
including the introduction of traffic regulations and the providing of information automatically.
In the beginning of the eighties the Traffic Control System could be separated into East and
West Tokyo area and a new method aiming at more rapid and accurate providing of data was
installed. At the same time the installation of Graphic Information Boards was made.
The Traffic Control Center has been improved with better techniques several times during the
last fifteen years: new Traffic Control Centers were introduced, the control and exchange
between different areas were improved and new possibilities of gathering and providing
information have been developed.
Since 1995 quick countermeasures in emergency, the unification of information and the
information service of travel time through the congested areas by variable message signs are
have been realized.
4.2 Traffic Control System
The traffic control system has three main functions: collection, processing and presentation
of traffic information. These basic functions are described as follows:
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4.2.1 Collection of traffic information
Roadside traffic sensors collect the traffic information. Additionally, helicopters, patrol cars
and police motorcycles supervise the street network and send their information to the control
center. The 110 Communication Command Centers are directly connected. Police stations,
police boxes and television cameras complete the collection of traffic information.
The traffic control center “receives various information about traffic conditions such as traffic
volumes, congestion lengths and travel times” [Institute of Urban Traffic Research, no year].
Vehicle detectors:
Vehicle detectors are used to count the number of passing vehicles and to detect their
speed. They also detect the presence of vehicles by emitting ultrasonic waves periodically
from the detection head. At the same time they receive waves reflected by the passing
vehicle. Various vehicle detectors are in use, including ultrasonic, infrared (optical beacons),
radar and loop vehicle detectors. The most common is the ultrasonic vehicle detector.
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Picture 13 shows a vehicle detector:
Picture 13: Vehicle detectors [on the top left: HIDO 2001, others: KANAGAWA PREF. POLICE 2002]
The vehicle detectors are installed at 300 m intervals along Tokyo Metropolitan expressways.
They are also installed along the access ramps. All collected data are immediately sent to
central processing units through telecommunication lines. At the end of 1997, the installed
number of vehicle detectors in Japan was more than 110,000 units. The types of vehicle
detectors in 1997 were the following:
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Type of detector
Units
Ultrasonic vehicle detectors
88,000
Infrared vehicle detectors (optical beacon)
18,000
Radar vehicle detectors
4,500
Image processing vehicle detectors
1,2000
Bus detectors
1,100
Travel time measuring (AVI) terminals
800 (570 sections covered,
or app. 4,100 km)
CCTV cameras
2,100
Table 3: Vehicle detectors in Japan [after INSTITUTE OF URBAN TRAFFIC RESEARCH, no year]
Weather surveillance equipment:
Weather information data are collected with the help of weather surveillance equipment.
Especially on high bridges over rivers anemometers are installed to measure wind direction
and velocity. Road surface hygrometers and thermometers, ultrasonic snow depth measuring
devices, snowfall detectors and rainfall sensors are also used on expressways. Picture 14
shows weather surveillance equipment:
Picture 14: Weather surveillance equipment [MEX 2001]
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All collected road data are sent to the traffic control centers. The data are provided to drivers
through various message signs installed along the roads.
TV camera for traffic control:
Picture 15 shows a TV camera for traffic control, which can be found along the expressways.
Picture 15: TV camera for traffic control [HIDO 2001]
4.2.2 Processing traffic information
All collected information is processed as follows [after TMPD 2002a]:
q
Control of the intervals of the signal (red/green) in ratio to traffic,
q
Displaying traffic jams on the Central Display Board,
q
Permanent update of the Telephone and Facsimile Information Service and the Traffic
News Transmitter,
q
Displaying where traffic accidents happen and which streets are closed,
q
The Exchange of traffic information with neighboring Control Centers.
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Picture 16 shows the central display board in the Traffic Control Center of the Tokyo
Metropolitan Police Department.
Picture 16: The Central Display Board in the Traffic Control Center [TMPD 2002b]
4.2.3 Presentation of traffic information
The traffic information is provided by the following devices:
q
Electric bulletin boards (character information, variable message, present message,
formulated information, small (character) information and small (travel time)
information boards),
q
Traffic Signals,
q
Traffic News Transmitter (roadside radio transmitters: drivers can access this
information on their car radios at 1620kHz),
q
Traffic information service via telephone and fax,
q
Information terminals which are installed at public facilities for user convenience,
q
Radio Broadcast,
q
Information Display Cars.
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The following picture 17 shows electric bulletin boards and a traffic news transmitter.
Picture 17: Electric bulletin boards and a traffic news transmitter (on the right) [HIDO 2001]
The amount of information and the detailed description depends on the on-board equipment.
But generally there are five different types of information [Institute of Urban Traffic Research,
no year]:
q
Congestion status: road name, congestion lengths and degree of congestion,
q
Travel times: road names and travel times,
q
Incident information: road names, location names, incident information (accidents,
traffic regulations, etc.),
q
Parking information: location and space availability,
q
Wide-area information: messages, cautions, etc.
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5 Summary
ITS are pushed forward by four Japanese Government ministries and academic and private
companies whose focus is on developing major ITS systems.
The most popular product in a growing list of commercially available ITS technologies is the
satellite-based on-board navigational system. One of its applications can be found in the socalled Vehicular Information Communication System (VICS), which uses FM radio
wavelengths or a beacon to transmit up-to-the-minute traffic information to anyone with an
on-board navigational device.
Another important ITS application is the automatic money collection system for the use on
toll roads. Once Electronic Toll Collection (ETC) systems are installed, drivers do not have to
stop at tollgates to pay cash any longer. An antenna affixed to each tollgate communicates
with automobiles equipped with an electronic card and automatically deduct the fee from the
driver's prepaid account.
Meanwhile, the optimization of traffic management is built up. Traffic management includes
the controlling of traffic signals depending on traffic volume by improving control centers and
centralizing traffic signal controls. But other services like the provision of traffic information or
the information service have to be mentioned as well.
Other ITS applications like the support of public transport, the Assistance for Safe Driving or
the support for pedestrians will be introduced during the next years. But after 2010 all
systems of ITS will already have been deployed. A full-scale advanced information and
telecommunications society will be established with the nationwide optic fiber network and
innovative social systems.
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Literature
HIGHWAY INDUSTRY DEVELOPMENT ORGANIZATION (HIDO) [EDITOR]
ITS handbook 2001 – 2002 Japan
Tokyo 2001
[http://www.its.go.jp/ITS/2000HBook/]
HITACHI LTD.
HITACHI REVIEW
Volume 49 Number 3
November 2000
http://global.hitachi.com/Sp/TJ-e/2000/revnov00/index.html
Date: 02/06/28
INSTITUTE OF URBAN TRAFFIC RESEARCH [EDITOR]
ITS developed by Japanese Police
CD-ROM, no year
ITS JAPAN
ITS Japan Homepage
http://www.iijnet.or.jp/vertis/its-japan/e-nine.htm
Date 02/07/29
IWASAKI, Yasuhiko
The current status of ITS in Japan
in “The Roads Online” 1997
http://www.tfhrc.gov/pubrds/pr97-12/p27.htm
Date 02/07/19
JAPAN HIGHWAY PUBLIC CORPORATION (JH)
ETC
http://www.jhnet.go.jp/english_new/etc_top.html
Date 02/07/11
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JAPAN AUTOMOBILE MANUFACTURERS ASSOCIATION, INC. (JAMA)
The Future is now - ITS technologies to ease congestion and improve safety
Japan Auto Trends September 1999
http://jamaserv.jama.or.jp/e_press/reports/autotrends/199909/jat01.html
Date 02/07/12
KANAGAWA PREFECTURAL POLICE
Traffic Control Center
http://www.police.pref.kanagawa.jp/eng/e_mes/engf3001.htm
Date 02/07/30
METROPOLITAN EXPRESSWAY PUBLIC CORPORATION (MEX)
Metropolitan Expressway Traffic Control System
Information brochure
Tokyo 2001
METROPOLITAN EXPRESSWAY PUBLIC CORPORATION (MEX)
Homepage
http://www.mex.go.jp/english/
Date: 02/07/19
MINISTRY OF LAND, INFRASTRUCTURE AND TRANSPORT (MLIT)
Road Bureau ITS homepage
http://www.mlit.go.jp/road/ITS/
Date: 02/07/22
OKI ELECTRIC INDUSTRY CO., LTD.
ITS solutions
www.oki.com/jp/SSG/ENG/SL/ITS/vics.html
Date 02/06/28
PANASONIC
ETC – Electronic Toll Collection
http://www.mci.panasonic.co.jp/its/etc/etc_02.html
Date 02/07/29
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SAKAMOTO, Kentaro
Staff member of Sumitomo Electric
Visit to the VICS center in Tokyo on June 27th, 2002
TOKYO METROPOLITAN POLICE DEPARTMENT (TMPD)
Traffic Control Center – For your driving safety
Information brochure
Tokyo 2002
TOKYO METROPOLITAN POLICE DEPARTMENT (TMPD)
Relationship between people and vehicle crackdown on traffic violation
http://www.keishicho.metro.tokyo.jp/foreign/esikumi/kotsu/kotsu1.htm
Date 02/07/10
VEHICLE INFORMATION AND COMMUNICATION CENTER (VICS)
Information brochure
TOKYO 2002
[http://www.vics.or.jp/eng/]
WARITA, Hiroshi
Staff member of the Metropolitan Expressway Public Corporation
Metropolitan Expressway Experience Tour in the Metropolitan Area of Tokyo
on July 1st , 2002
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Attachment 1
All areas covered by the service of VICS in 2001:
Source: HIDO 2001